2006* ApresentaçãO Sobre AviaçãO Executiva Em Ny Somente Em Ingles
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Transcript of 2006* ApresentaçãO Sobre AviaçãO Executiva Em Ny Somente Em Ingles
NYSE Opening Bell Ceremony
September 05th,2006
Luís Carlos AffonsoExecutive Vice-President, Executive Jets
Forward Looking Statement
This presentation includes forward-looking statements or statements about events or
circumstances which have not occurred. We have based these forward-looking statements
largely on our current expectations and projections about future events and financial trends
affecting our business and our future financial performance. These forward-looking
statements are subject to risks, uncertainties and assumptions, including, among other things:
general economic, political and business conditions, both in Brazil and in our market.
The words “believes,” “may,” “will,” “estimates,” “continues,” “anticipates,” “intends,” “expects”
and similar words are intended to identify forward-looking statements. We undertake no
obligations to update publicly or revise any forward-looking statements because of new
information, future events or other factors. In light of these risks and uncertainties, the forward-
looking events and circumstances discussed in this presentation might not occur. Our actual
results could differ substantially from those anticipated in our forward-looking statements.
Market Figures
Business Aviation Market Size
13.3
1.02.3
4.0
4.4
2.0
16.6
1.22.7
4.7
6.5
3.6
2005 2015e
Airframe / OEM
Completion + Refurbishment
MRO
FBO
Charter + AircraftManagement
Fractional OwnershipUS$ 27.1 bi
US$ 35.3 bi
Source: AT Kearney and Embraer estimates
(2005 US$ billion)
9,680 executive jets US$ 144 billion in the next 10 years
WORLD
Asia Pacificnot including Japan
5.7%
Latin America
Africa
Middle East
Eastern Europe
2005
North America
3.5%
Western Europe
1.8%
4.4%
5.1%6.8%
6.1%
3.6 %
Worldwide deliveries of new executive jets2005: + 27%
Main demand driversStock market performance
Corporate Profits Individual Wealth
Macro-economic factors (GDP)
Source: The Economist Intelligence Unit and Global Insight – May 2005 & April 2006
2006-2015: + 4.4% (cagr)
3.7%
4.5%5.3%
4.2%
4.5%
2006-15e
3.1%2.1%
3.1 %
Lower number of destinations Greater door-to-door elapsed time
“Premium” customers are under served
85%76%
64%51%
87%72%
65%50%
11%
35%
3% 5% 9% 12% 8%17% 16% 15%
5%
37%27%
19%12%
19%
0%
20%
40%
60%
80%
100%
1995 2000 2005E 2010E 1995 2000 2005E 2010E
Network Low Cost Regional
USA Europe
Source: Embraer analysis.
SEA
PDX
SFO
LAXSAN
LAS
PHX
SLCDEN
HNL
DFW
IAH
MSP
DTWORD
MDW
STL
MEM CLT
CVG
CLE PITBOSEWRJFKLGA
ATL
IADBWI
DCA
FLLMIA
MCOTPA
WorldTerrorism threat increased hassle factor
Hassle factor: Growing delays in US and Europe
USA73% of pax at 35 hubs
90% of delays at main hubs
Sources: FAA 2005Eurocontrol 2006
Europe13% flight delays increase in 2005
AVIÔES EM FILA
Source:: Embraer (adapted from Jet Solutions)
Year
ly To
tal C
ost
Frac
tiona
l Own
ersh
ipUs
ed F
ract
iona
lJe
t car
ds m
embe
rshi
ps
Airc
raft
Mana
gem
ent
Char
ter O
n-De
man
dSc
hedu
led C
harte
r“B
izav”
Airli
neTrad
ition
al Ow
ners
hip
Commercial Aviation
Cost
Industry answer: business models evolution
Air Taxi
Branded Charter
New business models Excellent Examples
Vision
To become a major player in the Business Aviation Market
within 10 years by providing innovative and differentiating
product and service solutions with added value to our
customers and shareholders.
Very Light
Light
Mid-light
Mid-size
Super Mid-Size
Large
Ultra-Long Range
Ultra Large
Product portfolio expansion (jets)
Legacy™ 600
Phenom™ 300
Phenom™ 100
Lineage™ 1000
Vision
To become a leading Support & Services provider in the
Business Aviation Market within 3 years through a genuine
customer relationship and best practices.
Comprehensive Training ProgramOutstanding Technical Support Reputable Maintenance Services (Owned and Authorized network)Embraer Executive Care programs Excellent Parts Support & Repairs
Integrated Solution
Legacy™ 600 Program Update
The world discovers the Legacy™ 600
80 aircraft, 18 countries, the right choice
80TOTAL1AFRICA3LATIN AMERICA5MIDDLE EAST7ASIA
28EUROPE36USA
31 Aug 2006
Competitive Analysis – Floor Plans
Superior Privacy and Comfort
Legacy™ 600 Landmarks
Promises made, delivered … and more on the way
13%
12%12%10%
2002 2003 2004 2005 2006 2007-2015
25-30 a/c
Market share - super midsize category
2005: deliveries growth of 54%
10 a/c
13 a/c
13 a/c
20 a/c
15%13.5%
July 2006
Phenom™ 100 Program Update
Phenom™ 100
Preliminary data
Interior design
Phenom™ 100 and Phenom™ 300Prodigy™ - Avionics based on Garmin system Preliminary data
Layout Configuration Comparison – Jets
Source: Conklin & de Decker Aircraft Comparator 2005/2006 – Manufacturers’ web sites and promotional material
Preliminary data
Phenom™ 100 CJ1(Entry Level Jet)
Eclipse 500 Mustang Adam 700
Phenom™ 100
Source: Conklin & de Decker Aircraft Comparator 2005/2006 – Manufacturers’ web sites and promotional material
Cross-section Comparison – Jets
Phenom™ 100 vs. Eclipse 500 Phenom™ 100 vs. Mustang
Preliminary data
4ft 2i
n (1.2
7 m)
4ft 11
in (1
.50 m
)
4ft 8in (1.42 m)
5ft 1in (1.55 m)
4ft 6i
n (1.3
7 m)
4ft 11
in (1
.50 m
)
5ft 1in (1.55 m)
4ft 7in (1.40 m)
Phenom™ 100
Source: Conklin & de Decker Aircraft Comparator 2005/2006 – Manufacturers’ web sites and promotional material
Layout and Cross-section Comparison – Turboprops
Cross-section Comparison
Preliminary data
Phenom™ 100 vs. King Air C90GT
4ft 10
in (1
.37 m
)
4ft 11
in (1
.50 m
)
5ft 1in (1.55 m)
4ft 6 in (1.45 m)
Phenom™ 100
Phenom™ 100 King Air C90GT
4855Total Baggage Capacity (cuft)1
2.952.85List Price (US$ Million)3
2,3923,400Takeoff Field Length (ft)2
30,00041,000Maximum Op. Altitude (ft)1
N/AM 0.70MMO1
270380High Speed Cruise (KTAS)1
1,0251,160Range (nm)1
King Air C90GTPhenom™ 100Characteristics
Assumptions
Phenom™ 100Competitive Analysis – Turboprop Preliminary data
Preliminary data
1 – All aircraft ranges considers NBAA IFR Reserves with 100 nm alternate, 4 occupants @ 200lb each. King Air C90GT from OEM Website – Feb 2006.
The High Speed Cruise, Baggage Compartment and Maximum Operating Altitude data were obtained in the same sources.
2 – ISA, MTOW, Sea Level
3 – KingAirC90GT Price from www.AviationNow.com NBAA 2005 on line Show News
Phenom™ 100Competitive Analysis – Turboprop - Assumptions
Integrated Development
Embraer uses a full range of technologies to enable a complete development integration for its products. Catia V5 is extensively being used.
It is a successful heritage that comes from Embraer Commercial aircraft experience and is being applied to the Phenom™ 100 and Phenom™ 300.
Phenom™ 100 – Wind Tunnel Test Campaign
Design specifications confirmed
Phase I - USAUWAL - University of
Washington Aeronautical Laboratory Phase II - Brazil
CTA - General Command for Aerospace Technology Phase III - Russia
TsAGI – Central Aerohydrodynamic Institute
COMPLETED
Phenom™ 100 – First Metal Cut
Section of the fuselage that connects the airframe with the engine’s pylon
May 2006COMPLETED
Phenom™ 100 – Engine first run
On schedule for the first flight
COMPLETED
Pratt & Whitney Canada PW 617F
Phenom™ 100 – Master Phase Plan
Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q42004 2005 2006 2007 2008
Entry Into Service
Business Plan Approval (Official “Go-Ahead”)
Business Plan Preparation
Business Case Approval
Joint Definition Phase
First Metal Cut
First Flight
Sub-Assembly
Final Assembly
Detailed Design and Flight Test Campaign
Phenom™ 100
Entry into Service: mid-2008Price: US$ 2.85 million*
* Jan 2005 economic conditions
Phenom™ 300 Program Update
Preliminary data
Interior designPhenom™ 300
by
Phenom™ 300Preliminary dataBaggage Compartment
Sources: B&CA Purchase Planning Handbook – May 2005
Baggage Compartment - 66 cuft
FWD Baggage Compartment - 5 cuft Wardrobe - 5 cuft
Competitors Main Baggage CompartmentHawker 400XP: 26 cuftCitation Encore: 28 cuftCitation CJ3: 50 cuft
Phenom™ 300Layout Configuration Comparison
PhenomTM 300 CJ3 Encore(Mid-Light)
CJ2+ Bravo
Source: Conklin & de Decker Aircraft Comparator 2005/2006 – Manufacturers’ web sites and promotional material
Preliminary data
Phenom™ 300Cross-section Comparison
Source: Conklin & de Decker Aircraft Comparator 2005/2006 – Manufacturers’ web sites and promotional material
Preliminary data
4ft 9i
n (1.4
5 m)
4ft 11
in (1
.50 m
)
4ft 10in (1.47 m)
5ft 1in (1.55 m)
Phenom™ 300 vs. CJ2+ / Bravo / CJ3 / Encore (Mid-Light Jet)
Phenom™ 300 – walkthrough cabin
Phenom™ 300 – Wind Tunnel Test Campaign
Ongoing campaign
TsAGI – Central Aerohydrodynamic Institute - Russia
Phenom™ 300 – Master Phase Plan
Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q42004 2005 2006 2007 2009
Entry Into Service
Business Plan Approval (Official “Go-Ahead”)
Business Plan Preparation
Joint Definition Phase
Business Case Approval
Detailed Design and Flight Tests
Phenom™ 300
Entry into Service: mid-2009Price: US$ 6.65 million
Embraer LineageTM 1000
Embraer LineageTM 1000 - Interior
illustrative purposes only
Lineage 1000 Performance
Preliminary data* NBAA IFR reserves (35 min) with 200 nm alternate; 8 passengers @ 200 lb, ISA. Range circles consider 85% annual winds,, 3% allowance
Range: 4,200 nm*MMO : Mach 0.82
Entry into Service: mid-2008Price US$ 40.95 million*
Embraer Lineage™ 1000
* Jan 2006 economic conditions
Phenom™ 100 and Phenom™ 300 Fleet Customer operation
Docile flying characteristicsNext generation engines Designed for high utilizationHigh availability
Premium comfortOutstanding performanceLow operating cost Human factors
Phenom™ 100 and Phenom™ 300 – design drivers
Designed for high utilizationLow operating cost
High Utilization – based on 4 main fundamentals
Designed for high utilization
Low operating cost
Operation
Maintenance Reliability & Dispatchability
High Utilization – based on 4 main fundamentals
EconomicLife
High Utilization – based on 4 main fundamentals
EconomicLife
Air Taxi(20,000)
Fractional(12,000)
(8,000)
Charter &BrandedCharter
Preliminary data
Favors Residual Value
Phenom 100
Cycles
(2,000)Private Owner
EXTENDED LIFE35,000
Economic Life - 10 years typical utilization
VLJ (nearest competitor)
15,000
Reliability & Dispatchability
EconomicLife
High Utilization – based on 4 main fundamentals
Extended
Reliability / DispatchabilityPreliminary data
High MTBF
IESI – Integrated Electronic Standby Instruments10 times better MTBF
Maturity plan
FADEC’s
Power Distribution
Pressurization Controller
All main electronics inside pressurized areas
Avionics
Displays Interchangeability
The aircraft can be dispatched with PFD2 failed:
If PFD1 is failed:
Preliminary data
If MFD is failed:
Reliability / Dispatchability
Preliminary data
Low Turn-Around Time (TAT)
Reliability / Dispatchability
Single Point RefuelingExternally Serviced LavatoryPhenom™ 300:
Maintenance Reliability & Dispatchability
High Utilization – based on 4 main fundamentals
Extended Economic
Life
Outstanding
Maintenance
Preliminary data
Low intervention philosophies (MSG-3)simple maintenance proceduresreduced number of tasks with higher intervals
Quick fault location and isolation up to component levelHighly integrated central maintenance computer(engine, avionics & other systems – AMS, electrical etc)
Phase 1 – On Ground Datalink
Ground
NetworkConnectivity - Data link capability (road map)Trend and exceedanceRemote DiagnosticTwo way high speed
Operation
Maintenance Reliability &
Dispatchability
High Utilization – based on 4 main fundamentals
Extended Economic
Life
OutstandingSimple
Press ButtonFuel ONEngine Parameters MonitorGen ONGen Load CheckAv Master ONStandby horizonBrakes chkFlaps and speed brakeChk elect trim disconnectPitot / static Ignition onCheck thrust rev
Usual tasksFocus on Human Factors
Reduced pilot workloadHigh situational awareness
Operation – increased operational safety level
Preliminary data
Engine start workload
FunctionalitiesIESI – Integrated Electronic Standby Instrument
Integrated EICAS – Engine Indication and Crew Alert System
Synoptic graphicsMoving mapWeather datalink & weather radarAutopilot guidance controller
Start Switch
Brakes chkFlaps and speed brake
Press ButtonFuel ONEngine Parameters MonitorGen ONGen Load CheckAv Master ONStandby horizonBrakes chkFlaps and speed brakeChk elect trim disconnectPitot / static Ignition onCheck thrust rev
Phenom TasksUsual tasks
Operation
SimpleMaintenance
High Utilization – based on 4 main fundamentals
Extended Economic
Life
OutstandingReliability &
Dispatchability
Enables intense operation and favors residual value
Easy
Designed for high utilization
Low operating cost
Phenom™ 100 and Phenom™ 300 – design drivers
Low operating cost
Preliminary data* Per B&CA assumptions – Typical Bizjet Operation ** B&CA Operations Planning Guide – August 2005
DOC: US$ 440 / FH *20% lower than an entry level jet
(Citation CJ1)*
12% lower than King Air C90Bfor a 600 nm mission**
Phenom™ 100 Phenom™ 300
DOC: US$ 700 / FH *20% lower than a a light jet (Hawker 400XP)*
16% lower than a mid-light jet(Citation Encore)*
Phenom™ 300
Preliminary data
Expert opinion
US$ 1.25 billionFirm Orders Backlog
Sales and Backlog as of June 30th, 2006
more than 235 unitsFirm Orders
2007
Expected Production Plan – Legacy™ 600
Legacy™ 600
200620052004
25 - 3025 - 302013 (units)
Expected Production Plan – PhenomTM 100 & PhenomTM 300
2009
2008
120 - 150
15 - 20 (units)
(units)
Phenom™ 100
Phenom™ 100 & Phenom™ 300
2009
Expected Production Plan – LineageTM 1000
2008
3 - 4up to 2 (units)
Lineage™ 1000
Thank You !
Phenom™ 100 and Phenom™ 300 – breakthrough products
JetBird in Europeand Magnum Jet in USA
Join me in welcoming our customers
Due to time span between the date of this document/presentation and the entry into service of
the aircraft, Embraer reserves the right to revise this document/presentation whenever
occasioned by product improvement, government regulations or other good cause.
The information contained herein is the property of Embraer S.A. and shall not be copied or used in any manner except with Embraer´s written consent.